I don't think that WN would ever get a 737NG unless they revamp their fleet. They can't (as of now) get a 737-900, for example, because that would require a 4th crew member. All of Southwest's flights have 3 crewmembers which allows them to easily replace crews or implant them on other planes. If two or three flights were on a 739 and then the crew were to go on a 735, then there would be one extra crew person. Same thing goes for the 752. If Southwest wants to keep costs down, then they will still with 733, 735, and 737s.

My posts/replies are strictly my opinion and not that of any company, organization, or Southwest Airlines.

Much of WN's efficiency is based on the 20-25 minute turn. The 737-700 is the biggest bird that can be turned in 20-25 minutes. Anything larger and efificencies are lost on short haul routes which dominate their system.

With the heavy investment they have in 737's now I doubt they will use something else in the next 20 years. After that Boeing or another company might be producing a completely new 140 seat aircraft that fits in a the cost structure for them. At that point who knows what will happen. Change is inevitable. Ironically you're probably better off asking that question to an accountant before you ask an aviation expert.

Of course, they did try the 727 once, but for some reason it didn't stick.

They do have the option to convert their 737-700 orders to -800s and -900s; however, like it was said--I doubt it due to the added crew member requirements. They wouldn't add the -900 anyway-unless Boeing creates one with more emergency exits, so capacity could be increased in an all coach config. The only rumor is that Southwest has been evaluating the possibility of the ERJ170s or 190s.

>>>Of course, they did try the 727 once, but for some reason it didn't stick.

SWA's first experience with the 727 was in the late 1970s as an experiment of sorts to see if the aircraft was adaptable to the operation, and was made available to SWA (from Braniff-1) as a result of a legal verdict.

SWA's second experience with the 727 was mainly as a stop-gap measure to provide capacity until the (then) new 737-300s first started arriving in early 1985. SWA started major westward expansions in 1982, and by 1983-1984 was "connecting the dots" with new service from HOU/AUS/SAT to the some of the new western cities. The aircraft themselves were leased from PEX, and stayed around a couple of years until enough new -300s had been delivered to relace them.

ALL views, opinions expressed are mine ONLY and are NOT representative of those shared by Southwest Airlines Co.

They wouldn't add the -900 anyway-unless Boeing creates one with more emergency exits, so capacity could be increased in an all coach config.
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It is true that the -800 and -900 currently have the same maximum capacity in the most dense all coach arrangement(189 pax) because the -900 does not have enough emergency exits for a higher capacity. But Southwest does not use anything close to the most dense configuration possible(It uses 137 seats rather than 149 seats on the -700), so it would indeed be possible for it to fully utilize the space on the current -900 assuming they use the same seat pitch that they use now.

One other problem with the -900, besides the extra flight attendent, is range. Alaska and other airlines that use it have found that payload can be heavily restricted on long transcons with the -900. Sometimes a fuel stop is required on the "upwind" leg of the journey. This would be a problem for Southwest since the main job of its NG's is to do longhauls. Most of the shorthauls are still done by -300's.

I believe Boeing is working on a 737-900X to counter these two problems. It will have enough emergency exits to be able to use the bone-jarring seat pitch some charter carriers (not Southwest) use, since it will have extra emergency exits. The structure and engine thrust will be beefed up to handle increased takeoff weight and range. Eventually, this could be of interest to Southwest. But my guess is that they stick with the -700's.

United4ever,
Yes I'm sure if the 739 doesn't fit in WN's cost sturucture, the A320 series will, considering there is no greater commonality than that with in a single model. And Airbus is far more superior(Yea right). -S.R.

All airbus lovers, take a hike. Boeing is the bird of choice. It was there for SWA from the beginning and stood by us during the hard times. Boeing is a major part of the success story and continued profits of SWA. Cut them off would be like cutting off your b---s, no more life.

The pres. of WN has already announced that the current offerings of regional jets (inlcuding the 170/190, etc) have been investigated after the JetBlue purchase and do not posses the correct economics or flexibility to be part of their fleet.

This should end the speculation that they would deviated from a single fleet type.

I agree in regard to replacing all Boeings with Airbus. I could have sworn I read an article that said SWA was gonna buy two 757's for non stop service from IAH to LAX. I could be wrong, but I think I read that as a post on this website.

A liberal is a man who is right most of the time, but he's right too soon.

I was under the impression that WN could not operate a 738 because of the extra FA as well. I had asked around to some WN employees about their "normal" turntimes. They had stated that the normal is about 20-25 minutes and that the 15 is only when they are running late on a turn. WN will be a major driver in design for whatever comes after the 737. It will have to do what they want or Boeing will lose out big-time.